Engine-cooling system



Feb. 19, 1929.

H. C. MALLORY ENGINE COOLING SYSTEM Filed July 2 3. 1921 K w M m W n a MMa M Patented Feb. 19, 1929.

PATENT OFFICE.

HARRY G. MALLORY, NEW YORK, N.

Y.; SUE B. MALLORY ADMINISTRATBIX OF SAD) HARRY C. MALLORY, DECEASED.

ENGINE-COOLING SYSTEM.

Application filed July 8,

My present invention comprises improvements in that type of enginecooling system especially adapted for use with automobile and analogousinternal combustion engines in which all or practically all of the heatabstracted from the engine by the cooling liquid is normally utilized invaporizing the cooling liquid and is dissipated in a con-' denser inwhich the vapor is condensed, with provisions for regulating thecapacity of the condenser as required to thereby maintain a constantvapor pressure in the system and a constant temperature of the liquidleaving the jacket.

The general object of the present invention is to provide improvedapparatus for the purpose specified characterized in particular by thesimple and effective provisions made for maintaining a forcedcirculation of Q the cooling liquid through the jacket under varyingconditions of use, for separating the vapors formed from the unvaporizedliquid passing through the jacket and condensing said vapors, and formaintaining in the system cooling liquid in variable excess over theminimum required for. the operation of the system.

The various features of novelty which characterize my invention arepointed out with particularity in the claims annexed to and formingapart of this specification. For

a better understanding of the invention, however, and the advantagespossessed by it reference should be had to the accompanying drawingsand-descriptive matter in which I have illustrated and described apreferred embodiment of my invention.

Of the drawings: r

Fig. 1 is an elevation with parts broken 40 away and in section of anautomobile engine equipped with my-improved cooling system; and

Fig. 2 is a section through the condenser portion of- Fig. 1.

In the embodiment of my invention illustrated in the drawings, Arepresents the cool-' ing liquid jacket for the cylinder A of anordinary internal combustion automobile engine. 'An inlet A is providedat the bottom of the jacket space for the cooling liquid 1921. SerialNo. 488,202.

which will ordinarily be water or a water and alcohol mixture, and Arepresents an upper outlet from the jacket. In the particularconstruction shown the outlet A opens from the end of the jacket spacenear its to and is of substantial size. The outletA" is connected .bypiping C to a condenser B which may be similar in construction andarrangement to the ordinary radiator employed on a water cooledautomobile engine. 60 The piping C comprises an upper branch C openingto the top chamber B of the con-' denser and a lower branch C? runningto the bottom header or hot well B of the condenser to which itpreferably opens at the under side 05 so that the passage through thebranch C is water sealed at its lower end. Flexible couplings C areshown as included in the piping branches C and C. Interposed between theupper chamber B and hot well B of the (0 condenser B are a group ofcondensing surfaces shown as formed by small open ended horizontal tubesB having their ends expanded and connected together to provide end wallsclosing the ends of the intertube space. Advantageously the piping C hasits vapor outlet C connected to the chamber B at a level appreciablyabove the normal water level in the system which in the constructionshown is located just above the bottom of the outlet A from the jacket.Liquid of condensation formed in the condenser, and unvaporized liquidentering the bottom chamber B of the latter through the branch C arepassed to the waterinlet A of the jacket by a conduit D including a pumpE. Advantageously in some cases the conduit D is formed as shown with agoose neck portion D extending to the water level which it is desired tomaintain in the jacket so as to prevent the jacket from draining whenthe pump is stopped. To prevent siphon draining the goose neck should bevented as by means of the vapor equalizing connection F from the top ofthe goose neck into the condenser B. The pump E is driven, in theconstruction shown, from the engine shaft through a reduction gearconventionally illustrated at E and through which the driving belt G forthe fan G is also driven.

Preferably provisions are made for admitting air to and withdrawing airfrom the condenser as disclosed in my prior Patent No. 1,424,664, August1, 1922, and in. my prior application, Serial No. 473,439, filed May 28,1921, and to thereby vary the capacity of the condenser as required tomaintain an approximately constant vapor pressure and temperature in thecondenser notwithstanding variations of engine load and in thetemperature of the external atmosphere. The means shown for this purposecomprises an air pipe H connected through a'steam trap I to the suctionintake manifold of the engine to thereby exhaust air from the condenseras required to maintain a minus pres-,

sure therein. As shown the pipe H projects through the condenser and isclosed at its front and is formed with an air inlet H at its under sidethrough which air may enter from the intertube space but into whichwater of condensation draining down from the condensing tubes B will notfall. The minus pressurethus maintained is fixed by the adrateappreciably in excess ofv the rate of evaporation, and the vapor formedin the jacket and the unvaporized portion .of the liquid both pass outof the jacket through the outlet A into the piping G from which the:vapor passes into the condenser chamber B through the branch pipeC',while the unvaporized liquid passes into the hot well or bottom chamberof the condenser through the branchC, entering the latter withoutappreciable cooling. If desired the iping and particularly branch C, andt e hot well ,walls may be insulated against heat losses thusfacilitating the operation of the engine, and articularly the startingof the engine, in'co d weather. as well as reducing the danger oftroublefrom freezing. The hot well B is advantageously proportioned to hold aconsiderable amount of water, and the water thus stored in the system isin excess of that required'for regular operation, and reduces thefrequency with which water must be added to the system to make up forliquid and vapor losses. 0 represents a connection through which thesystem may be charged with cooling li uid and 0' re re-' sents a capnormally closing this connection.

In'the preferred construction and mode of operation contemplated, a freevapor "space is maintained in the upper portion of the engine jacketinto which all or the major portion ofthe vapor liberated in the systeminitially passes. The apparatus operate scribed provisions for admittingair to, and

withdrawing air from the condenser so as to maintain a constant pressurein the latter insures an approximately constant water temperature at thetop of the jacket.

With the apparatus disclosed I obtain the advantages of a continuousforced circulation of liquid through the jacket coupled with thetemperature control and heat dissipating capacity characteristic of acoolin s stem in which the heat dissipated is w 0 1y or mainly latentheat of evaporation liberated in the condenser, and with a ca acity forholding aconsiderable amount 0 liquid in excess of that re uired forintended operation. The inventlon is ada ted for use with many existingtypes of engmes without material changes in the engine structures.

' While in accordance with the rovisions of the statutes I haveillustrate and described the best forms of my resent invention now knownto me, it wil be apparent to those skilled in the art that changes maybe made in the form of m invention without departing from the spirit ofmy invention as set forth in the a pended claims, and that certainfeatures 0 my invention may sometimes. be used to advantage without acorresponding use of other features.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In an engine coolin system, the combination with an engine jac ethaving an u per outlet, of a condenser forming the main eat dissipatingelement of the system and having a hot wel lower end, a connection fromthe jacket to the condenser providing a free vapor path from said outletto the top of the condenser and a water sealed plath of flow for liquidfrom said outlet to t e hot well of the condenser, means for passingliquid from the condenser hot well into the jacket at a rate exceeding,that at which liquid is vaporized bythe heat absorbed in the jacket.

2. In an engine cooling system the com bination with an en 'ne jacketupper outlet, of a. con enser forming the main heat dissi ating elementof the system and having a ot well for liquid of condensation at itslower end, of a connection from the jacket to the condenser, providing afree path from said outlet to the top of the condenser having an forliquid, of condensation at its and a water sealed path of flow forliquid paeity as required to maintain an approxifrom said outlet to thehot well of the conmately constant pressure therein. denser, means forpassing liquid from the Signed at New York in the county of New 10condenser hot well to the bottom of the jacket York and State of NewYork this 7th day of r 5 at a rate exceeding that at which liquid isJuly A. D. 1921;

vaporized by the heat absorbed in the acket, and means for regulatingthe condenser ca- HARRY G. MALLORY.

